7 minute read
No. l-TEfltr AIRCOUPE
F1RED Weick's original Frcoupe has in. recent years taken on a new, virile lease of life in the form of the Aircoupe produced by Air Products Co. [nc., of Carlsbad, New Mexico. This latest development, handled in the U.K. by Air R.ent Ltd. at Stapleford, Essex, whilst outwardly unaltered has benefltted from the steady development that is only possible with a thoroughly sound basic design and has all the signs of becoming as renowned in the air as the Volkswagen is on the road.
Still looking very up the minute with its low wing and tricycle undercarriage the Aircoupe in the air proved to be a most enjoyable machine to fly. On entering the cockpit, which is of the step-in variety, one is immediately impressed by the neat cockpit layout which combines the luxury feeling that we have to expect from American aircraft with a tidy functional appearance.
CHECKING THE COCKPIT "
The 90 H.P. Continental engine is started easily by pulling the starting toggle, situated centrally and high up on the instrument panel, having first turned on the master switch and the fuel cock. When the engine is cold it may be necessary to prime it first by pumping the throttle. Checking the cockpit on this delightfully simple aircraft is really a case of setting the screw-type trim in between the seats and checking the fuel state. The fuel is contained in two wing tar-rks totalling 15 imp. galls. and a f,uselage tank of 5 irnp. galls. This gives a total of 20 imp. galls, or.just over four hours' duration. The two wing tanks have a rather obscure gauge tucked or rather hidden in the side panel of the cockpit. Tl-lese two tanks drain into the fuselage tank whicir has a simple and reliable wire float-type indicator placed in front of the windscreen and this tank which is the last to en-rpty holds one hour's fuel.
Taxying is a sheer delight with the tricycte undercarriage and excellent all-round visibilitytire disc brakes are operated by a substantial fly-off handbrake which is comfortably situated between the seats. The brakes are non-differential in operation but this ref,nement is unnecessary with the steerable nosewheel which gives one the feeling that one could taxy through Piccadilly in the rush hour without embarrassment.
STRAIGHTFORWARD TAKE-OFF
The take-off is straightforward. The throttle may be opened quickly without any tendency to err from a straight course. A fairly hefty pull back on the wheel is required to unstick at 90-95 m.p.h.but once this is done the Aircoupe comes off cleanly without hesitation. Indeed later take-offs which I made showed that if a short take-off was required the wheel could be held right back from the start and the aircr.aflt would unstick in perfect safety at 90-95 m.p.h. On the day I flew the Aircoupe the air was very turbulent with wind gusting up to 30-35 knots and I was a little surprised to flnd what coarse use of the ailerons it was needing. This initial surprise was overcome when I realised that this was due to rather low stick gearing and not to any lack of power in the ailerons, a fact that one gets used to in the first few minutes.
The climb away is made at 65 m.p.h. and at a very healthy rate of clirnb I made to be just over 800ft./min. solo. This slide-rules out just about right for the manufacturers' figures of 700ft/min for two up and full fuel. The angle of the climb is steep and the nose tends to interrupt the view dead ahead just a little.
Cruising at 2,250 r.p.ffi., 114 m.p.h. came up and this was held with the aircraft trimmed 'hands off'. The elevator trim is effective enough as a cruising aid, although it tends to be a bit fussy for use in the circuit but all trim forces can be over-ridden with one hand in any position. The vernier adjustment to the throttle was invaluable to setting up cruising r.p.m. and holding it with a positive lock, leaving one hand free to operate the M.F. receiver and Superhomer fltted to his aircraflt.
Gentle Turns
Gentle turns could be made on aileron alone but more ambitious changes of direction required a touch of rudder. Having rolled effortlessly into the turn it was necessary to hold off bank slightly to maintain a steady turn. Steep turns were a delight. It is possible to ro1[ into a steep bank and pull right back on the wheel. lf a turn is held it is just possible to get the Aircoupe to come to what is almost a stall when it just rushes a little and carries on.
continuecl on next Page
The Aircoupe-continued"
Atternpts at level flight stalls proved fruitless. Decreasing speed at a standard one m.p.h. per second only resulted in a minimum flight speed of about 47 m.p.h. In this state with the wheel hard back the Aircoupe rushes down at a rate of descent of between 600-650 ft/min but still remains on an even keel with plenty of 'bite' to the ailerons. Coarse use of the rudders in this state only produced a slight swing of the nose. The rudders with their very restricted travel appeared to be fitted more by way of pandering to convention than anything else and one feels that they are something added to the original pedalless system as originally designed and now only fitted as an extra.
Landings were so simple that one finds it hard to comment. On my first landing I was a little concerned as to what the effect of the low stick gearing would be in the very bumpy conditions, but this proved to be groundless. The Aircoupe required a little rudder to keep straight on the approach, which I made at 70-75 m.p.h. in view of the turbulence but normally should be made at 65 m.p.h. A.S., but otherwise trimmed out nicely. The roundout gave me some surprise as I pulled back on th,e wheel and found uryself hard on the stop without any apparerit checking. I was further surprised when the wheels rumbled on in a reaT daisy-cutter of a landing.
Basic Data
Span 3Oft. Length 20ft.2ins.; Wing area 142.6 sq. ft. Range 500 miles. Ceiling 18,000.f. Cruising speed 720 kts. T.O. run 900 ft. Gross wt. 1450 lbs. Empty wt 900 /bs. l'-uel consumption 5.5 U..S. gaillhr.
..LANDS ITSELF"
Having recovered from this surprise I tried some more landings and found that the Aircoupe virtually lands itself. Even if one just flies straight in without checking, the Aircoupe pulls off the smoothest of landings. About the only criticism one can make is the somewhat lame comment that kicking off drift in a crosswind landing left me with the impression that a little more could be desired.
A11 in all the Aircoupe seems to be an ideal, cheap to run, touring aircraft. Its flying characteristics, whilst being a little strange at first have that endearing property of all thoroughbreds of growing on one. Training 1'rom scratch should be ridiculously easy, though rvhether a pupil so trained wor-rld require anY further training before flying other aircraft is a point of interest.
For those who want to buY an Aircor-rpe the basic aircraft costs f,3,515 in the U. K. although with extras the Price can reach f.4.200. lf You cannot afford this amount Yott can hire one for f 5 or a little over per hour on a 300 hr. basis, with all mailrtenance and insurance costs Paid. F.W.
MR. GEOFFREY DE FREITAS, M.P. for Lincoln, told members and guests of Lincoln Aero Ciub at their annual dinner that the activities of flying clubs were o'part of our national life but they have been neglected too 1ong."
MR. J. BARING and his colleagues, Mr. J. Carver (a B.O.A.C. pilot) and two R.A.F. cadets fron Cranwell recently flew to France in four Turbulents from the Tiger Aeroplane Club, Redhill. The contingent toured French flying clubs to dernonstrate the Tubulent's qualities.
THE DUKE OF EDINBUR.GH recently paid a surprise visit to Shoreham Airport where he toured the light aircraft manufacturing plant of the British Executive and General Aviation Ltd.
WE ARB MUCH INDEBTED to the editor of The Post Magazine and Insurance Monitor for permission to reprint the following extract fron-r a recent issue. This note, by the journal's aviation correspondent, points to the dangers of taxying pilotless aircraf,t !
"A member of an aviation insurance department staff present at the recent air racing weekend at Coventry says that he saw a Tiger Moth aircraft being taxied with no person in either cockpit, but with someone walking alongside holding on to the throttle. He wishes to know if this is allowed and if it is not, what is the position under a standard aircraft policy if tliere should be an accident ?
"During the war with thousands of Tigers in use and when staff shortages were a problem, such incidents were not unknown, and probably 99 times out of 100 no accident occurred. Nevertheless, there were occasions when aircraft did get away under power without anyone aboard, and they can be very alarming indeed. With a firm hold on the throttle this is unlikely, but a person can trrp, or the aircraft might suddenly accelerate and drag the person outside it off his feet. One can also imagine the aircraft losing speed on rough ground or on a slight rise, and going off rapidly once the obstacle was passed. Moreover, anyone who has taxied a Tiger rather fast and then had need to stop suddenly to avoid collision, expecially on tarmac, will be aware how difficult such stopping is in an aircraft like the Tiger not fitted with brakes.
P opular Flying, September-October, 1961.
"[ must conless I am not sure of the exact legal position under Air Navigation Regulations, although no doubt major airports. hardly likely to be used by a Tiger or like aircraft, would have their own rigid regulations. The cover under the standard policy does rather rely on such regulations to deal with matters of this kind not specifically dealt with under exclusions of other policy conditions, but it would appear that apart from the need to observe any relevant Ministry Regulations, the policy would allow taxy-ing without specifying how it is to be done, so long as it is done by a licensed engineer or qu:rlified pilot.
"The insurer is obviously ataconsiderable disadvantage if he is at risk in such a case, since any third party whose property was damaged would have little trouble in demonstrating that due care was not being observed.
BEAGLES AT FARNBOROUGH-Though formed less than a year ago the Beagle Group gives an indication of its plans and capability by introducing no fewer than seven new types of aircraft at this year's S.B.A.C. Exhibition and Flying Display at Farnborough.
Small Advertisements
A4cnrbcrs ol' the Popular Flying Asso''icttictrt nruy- hrtvc thc u1e al^t!'-i! t'olttntn ./or advertising otiiiieJ'*ri1r7, )linang.cT or disrtosal lor oNE tNSERTtoN up to 24 ,;;;; Fiia;:'ii'ioii iion one insertion it must 'ii pri-ritn ii odionr"'i"iil''"tL o1 4d' p"'.worrl (min' 12 words)' Box No. l.t. 6d. extra. ii"-'il"'ii"rt" chiis?aile at the rate oJ'6d' per word (min. 12 words). Box No. 'ls. 6d' extra' Cheques nnd Postal Orders shottld be crossetl and sent to P'F'A'
PERCML PRENTICE. 4 seats, fitted 10 channel STR9X' ;;;;;;;;;;.y, r vJu." C. of A., lialf run and readv rel '-ry^- i"
